THE ISLAND RAILROAD

Passenger service was begun yesterday on the Rutland-Canadian branch of the Rutland railroad system and much interest was manifested in the trains at the various stations along the line.  Freight trains have been run for several weeks, but owing to the uncompleted portions of the road, passenger service could not be commenced earlier.  The first passenger train was scheduled to leave this city for Rouses Point yesterday morning at 4:23, but owing from the lateness of the train from the south, due in Burlington at 4:20, the start was not made until 5 o’clock.  Thirty-eight people aside from the train crew were aboard, many taking the entire trip, and others stopping at intermediate points.  The first part of the ride was made in darkness, and a slight fall of snow filled the air, making observation from the car difficult.  But never less the passengers gathered at the windows and doors, especially when the long lake fills were crossed, and marveled at the skill which could create such a perfect piece of mechanical work.

The train as it left the city was made up of an engine, two passenger coaches, a smoker, and a baggage car.  One of the Boston coaches was transferred from the 4:20 train to the one going over the new road and but for the slight swaying at the point where the Rutland- Canadian branches from the Central Vermont the occupants would not have known that any change in routes of travel had been made.  The road is in good condition the entire length, although the ballasting is not all complete, but the best portion is perhaps that where the lake has been filled.  The first point of interest after the city has been left is the large steel bridge over the Winooski River, which is not yet completed, but which is in safe condition for travel, and will be finished within a few weeks.  A short distance beyond the river the road curves into the lake, where the land fill of three and one half miles from Colchester point to Allen’s Point is made. Here the magnificent scenery of Lake Champlain and Vermont can be seen at it’s best and although the hills are now covered with snow a faint idea can be obtained of the grandeur of the Green and Adirondack mountains which rise high above the waters of the lake. The road will be popular because of it’s directness to NY and Boston but it’s full worth cannot be known until the spring sunshine brings forth all the beauties of nature.

The first stop yesterday morning was at South Hero and the trip from Burlington was made in about 45 minutes. At South Hero several people gathered to see the first passenger train and the station was lighted and warmed for the incoming passengers, as were those at all other points.  From South Hero to Grand Isle the road is in Fine condition and the trip was made in 15 minutes.  North Hero and Alburgh were reached without incident, but at each drawbridge the platforms were crowded with people to see the workings of the structures, which have just been completed, and which are novelties in this section.  At Alburgh the rear car was switched to the train for Noyan Junction, Montreal, and Sorrel. The train over the Rutland-Canadian arrived at Alburgh several minutes before the train on the Central which left Burlington at the same time, and as the latter came into the station, the crew of the former cheered loudly for although they had not made the run within the scheduled time, they had beaten their rival. From Alburgh to Rouses Point the run was made in about 15 minutes and the train pulled into the latter station at 7:13 just 43 minutes late. On the return trip the train was 45 minutes late in starting because of the inability of securing orders. The return trip however was made in better time. The run to Burlington being made in just two hours and four minutes. On the return trip the travel was much heavier and over 100 passengers were on board when Burlington was reached.  The road cannot fail to prove popular because it enables residents of the Islands to come to the city to do their business and return home the same day.

The second train left this city at 4:25 in the afternoon, and the trip was more satisfactory then the first.  The service as it now is, two trains leaving daily at 4:25 a.m. and 4:23 p.m. and returning at 12:05 p.m. and 10:06 p.m., will be continued for the present, although as matters become straightened it will probably change to some extent.  The crew who had the train in charge yesterday were Conductor E. A. Pritchard, Engineer D. L. Mahany, Fireman J. E. Klah, Brakeman N. Frye,  and Baggage Master Forkey, all of whom live in Malone  and were formally employed on the O and L. C.  They will permanently transfer to the run over the new line.

On the return trip from Rouses Point D. D. Davis, route agent, was aboard, establishing express offices, and J. E. McDonald acted as express agent. This service will continue on every train.

The first day’s service over the new line was a success and with improvements that will come, the new line will be one of the most popular in this section of the country.

The work of surveying the route for the Rutland-Canadian road was begun by Engineer J. W. Burke in January 1899 and since that time he and a corps of Five Engineers and about 65 assistants have been busily engaged in carrying out a most difficult of railroad Engineering. The total length of the line is about 41 miles and the greater part extending through Lake Champlain and it’s islands.  The alignment and grade of the new road are easy, the maximum grade going north being 0.57 per cent, the same going south. While the maximum curve is 1.30 degrees, maximum cut and fill on land are 25 feet each, except for one short stretch where the cut is 30 feet.

The most remarkable features of construction are the lake crossings, which are rubble embankment. From Colchester to Allen’s Point the track runs through the lake for a distance of three and three fourth miles and in that distance there is rubble enough to grade over 110 miles of common road.  It is the largest rubble embankment in the world, the greatest height being 40 feet from Tromps Point to Bow and Arrow Point. There is another fill of One half mile, where the same rubble embankment is used, while from Pelot’s Point to Alburgh Tongue there is a similar embankment three fourths of a mile long. In each of these embankments there is a clear space of 80 feet with draw bridges for the passage of small boats. There is not a foot of wooden trestle on the road. Everything is steel, masonry, or rubble embankment. All other Lake crossings on trestles have to be rebuilt every few years and repaired yearly.  The rubble is all stone and the heavy rocks on the outside prevent the washing of the waves from doing damage.  The first cost of such work is large but it is warranted by the safety and firmness of the road and by reduction of maintenance.

The maximum depth of the lake at low water is 9 feet between Colchester and Allen’s Point, while at it’s second crossing it is somewhat deeper. The deepest water of all is encountered at the third crossing from Pelot’s Point to North Hero, where the average depth is about 20 feet for the three fourths of a mile. They’re being about 600 feet of fill at the south end in 28 feet of low water and a maximum fill of 40 feet.

The first bridge on the road going from Burlington is at the Winooski River.  There are three 150-foot spans in this bridge. At Law Island a 96 foot steel girder is used in the bridge.  Neither of these bridges is yet complete, but work is progressing rapidly and they will soon be in perfect condition. There are three draw bridges, One at Allen’s Point, one at the Gut, and one at Pelot’s Point each spanning 196 feet and designed to carry the heaviest rolling stock carried on any of the trunk lines. The draws are so designed to act as center bearing while turning, but rim bearing when the load comes on the bridge.  The devices for working the signals, the latches, the end supports and the turntables, are all interlocked so they can only be moved in proper sequence. Thus when the draw is closed, the only machinery that can be moved is a signal apparatus, operating signals at both ends of the bridge. When this is thrown to ‘Danger”, the latch lever is released and the latches can be drawn. On account of their infrequent use the draws are designed to be operated by hand. All the bridges on the road are made from acid open-hearth steel of an unusually high grade. The bridges were designed according to the best modern practices and apportioned to carry two 136-ton locomotives, followed by four thousand pounds per foot, with very moderate untied stress.

The work on the entire line has been heavy and a great amount of rock has been encountered, the cuts in Grand Isle being the heaviest. The cut at Rock Point is deep but short. The rocks taken from the cuts have been put on the embankment, thus making them solid. Apart from the lake crossing the work could have been made light if the company were content with ordinary grades and curves, but in this case very easy grades and curves are used and the grades are easier than any other line in New England.  The work on the road is not yet completed, the distance between Burlington and the Winooski River yet to be rock ballasted.  Forces of men will be put to work in the spring and the road be put in first class condition as soon as possible.  Considering the difficulty the road has been at times, it is a matter of congratulations both to the officers and to the traveling public that the line is in such good condition.  To superintendent Jones is due much credit for since his appointment he has been constantly on the scene of operations and his long experience in railroad work brought the needed help. President Clement has also taken an active part in the latter operations and hurried the work to completion.

The stations at the different places between Burlington and Alburgh are of the same pattern, the lower part being of brick and the upper of fancy shingles. The roof overhangs the platform and is slated. The ladies and gentleman’s waiting rooms are partially separated by the ticket office, which protrudes in front of the depot so that a view of the track can be had in both directions.  The buildings are equipped with lavatories and are steam heated.  In connection with each is an ample freight and express room.  There is a spur one-fourth mile long at each station. The agents at the different stations have been appointed as follows: Isle La Motte O. S. Paine, North Hero H. L.  Chapmen, South Hero W. E. Nichols, Grand Isle has not yet received an appointment.  At Alburgh, Rouses Point, and Burlington existing stations are used.

The greatest importance of the new road is a formation of a link in the Rutland system where by a through line has been established from Chicago, Duluth, and the great Lakes to Boston and New York. To Burlington the road will be of immediate advantage, bringing trade from the Island’s and making this City more of a railroad center.